Marine structure



Sept. 13, 1949. J. E. BYRNE ErAL 2,481,821

MARmE STRUCTURE Filed March 2o, 1946 11 sheets-sheet 1 Sept. 13, 1949. .1.5. BYRNE Erm. 2,481,821

` MARINE STRUCTURE i F1ed=March 20, 1946 11 Sheets-Sheei 2 u v Q k fig grrmwvzys,

Sept 13, 1949. J. E. BYRNE UAL 2,481,82l

MARINE STRUCTURE Filed March 20, 1946 11 Shee'ts-Sheet 3 ELL HTTpK/VE V5.

Sept. 13, 1949. es. E. BYRNE ETAL MARINE STRUCTURE 11 Sheets-Sheet 4 Filed March 20, 1946 J. E. BYRNE ETvAL Sept. 13, 1949.

MARINE STRUCTURE 11 Sheets-Sheet 5 Filed March 20, 1946 Sept. 13, 1949. Y J. E. BYRNE ETAL l 2,481,821

MARINE STRUCTURE Filed Mal-c1120, 194e 11 sheets-sheet e f4 /42 C54 J4 206 F Il l VF l 1 1V l l O Zp 2/0 ilo INVENTOR J. E. BYRNE E'rAL 2,481,821 l MARINE STRUCTURE sept, 13, 1949.

Fild March 2o, 1946 11 sheets-sheet 7 IN VEN TOR n if E JE, E -E. .E

Hral/VEYS.

Sept. 13, 1949. Y J, E, BYRNE ETAL 2,481,821

MARINE STRUCTURE Filed March 20, 1946 11 Sheets-Sheet B IN1/EN T0125, h E Zig/770?,

Sept. 13, 1949. J. E. BYRNE ETAL 2,481,821

MARINE s'rRUcTuRE Filed March 2o, 194s 11 sheets-sheet 1o z5: A E EL L. INVENToRs. J1 .E rhe, i //gZ/Lg/az/fel Sept. 13, 1949. J. E. BYRNE ETAL 2,481,821.

mmm STRUCTURE Filed March 20, 1946 11 Sheets-Sheet l1 /7 rrp/WIE V5.

Patented Sept. 13, 194g OFFICE MARINE STRUCTURE John E. Byrne, Dalla Housel, An

The present invention relates to marine structures and, more particularly, provides such structures which include a ioating runway of such length and width as to serve as a flight deck for landing, servicing, and takeoff operations of planes of modern design and size.

The principal objects of the present invention are to provide such structures in which, generically, the runway is composed of a succession of iloatable units. hereinafter referred to as barges, which are connected together in endto-end relation, so that they may be operated as a level, rigid runway or as a flexible chain; to provide such structures in which the connections between the individual barges are separable, so that the individual barges may be separately maneuvered or otherwise used; to provide such structures wherein the connections between the barges supply strength in moment and shear equivalent to that of the barge cross section and at the same time provide for rapid transition from the rigid to the flexible condition, all with a minimum number of operations to be performed aoat; to provide structures wherein the individual barges are provided with propulsion equipment, so that they may move under their gown power from the point of construction to any area of military or other operation; to provide such structures which, though relatively light in weight and economical of manufacture and assembly, have suicient strength to enable the runway to be operated as a level rigid structure in a normal sea and as a flexible chain under extreme weather conditions; and to provide such structures which, in certain aspects, constitute improvements onv and modications oi the inventions disclosed and claimed in the prior copending applications Serial Numbers 438,051 now Patent No. 2,399,202 dated April 30, 1946, and 452,398 now abandoned, led respectively April 7, 1942 and July 27, 1942, by the present applicant Byrne.

With the above as well as other and more detailed objects in view, which appear in the following description and in the appended claims, preferred but illustrative embodiments of the invention are shown in the accompanying drawings, throughout the several views of which corresponding reference characters are used to designate corresponding parts and in which:

Fig. l is a diagrammatic plan view of a runway comprising a succession of barges embodying the invention;

Figs. 2 through 6 are diagrammatic views in side elevation showing the behavior of the presf' s, Tex., and William S.

n Arbor, Mich. Application March 20, 1946, Serial No. 655,842 14 claims. (o1. 114-4335) ent structure under, respectively, rigid and flexible conditions, and when subjected to varying wind velocities and Wave magnitudes;

Fig. 7 is a plan View of a unit or barge embodying the invention;

Fig. 8 is a view in side elevation, partly in section, of the structure of Fig. 7;

Fig. 9 is a view in end elevation, partly in section, of the structure of Fig. 7

Fig. 10 is an enlarged view in horizontal section, taken along the line IIJ-l0 of Fig. 8;

Fig. 11 is an enlarged View in longitudinal section, taken along the line Il ll of Fig. 7,'

Fig. 12 is a view in vertical, transverse section taken along the line |2-l2 of Fig. 7;

Fig. 13 is a fragmentary View in vertical section showing details of construction of one of the pontoons which are used to form thebuoyant system of the present structure;

Fig. 14 is a fragmentary view in perspective of one of the aforesaid pontoons;

Fig. 15 is a fragmentary View in vertical section of an alternative flooring or decking arrangement;

Fig. 16 is a view in vertical, longitudinal section taken along the line Iii-I6 of Fig. 7 ;V f

Fig. 17 is a View in vertical, longitudinal section taken along the line |1-I1 of Fig. 7;

Fig. 18 is a view in vertical elevation taken along the line lil-I8 of Fig. 16;

Fig. 19 is a View in vertical, transverse section taken along the line |9l9 of Fig. 16;

Fig. 20 is a view corresponding generally to Fig. 16, but showing the upper portions only ofthe structure and depicting its behavior under flexible conditions;

. l Fig. 21 is a fragmentary view in end elevation taken along the lineZI--ZI of Fig. 8;

Figs. 22 and 23 are views of a modied construction of coupling means;

Fig. 24 is a view in vertical, longitudinal section of another modification of coupling means;

Fig. 25 is a View in Vertical, longitudinal section of a further modication of coupling means;

Fig. v2'6 is a fragmentary view in vertical, longitudinal section of an additional form of coupling means;

Fig. 27 is a diagrammatic, plan View showing operating means which may, if desired, be provided to forcibly separate the barges during parting operations;

Fig. 28 is a fragmentary View in vertical section showing additional details 'of the just-mentioned yparting mechanism;

Fig. 29 is adiagrammatic 'View showing fluid obstacles.

'64, and a'buoyant system composed of'a plurality of airand water-tight cells or compartments 66. The longitudinal and transverse trusses are arranged in a box-type or gridiron assembly which defines a plurality of bays, each of which bays accommodates, as shown, a pair of cells 66.

The trusses support the deck'64 at a suitable elevation above the upper surfaces of thel cells 64, the vertical spacing thus aorded being, of course, variable to suit different operating conditions. In theillustrated case in which, for example, the bays may be approximately twelve feet on a side, the just-mentioned spacing is of the vorder of nine feet, the vertical heights of the cells being approximately six feet. Such proportioning is advantageous in that the resulting structure has a very shallow draft, rendering it a very difficult torpedo target, and also has a lowline profile, making it relatively indistinguishable,

except at close range. The multiple cell arrangement is advantageous, as will be recognized, in that destruction of a considerable number of such cells is needed in order to render a particular barge unserviceable. As an example, a barge embodying the present invention may be maintained afloat under reasonable deck-loading, even though up to approximately forty per cent of its cells have been punctured.

The very shallow draft is further advantageous yin that it enables the present structure to navigate or rest in very shallow water at low tide or in shallow rivers or to ride over reefs or similar This ability enables practical use of the structure as a floating dock, which relation is indicated in Fig. 33. k

As'will be understood, the relatively clear space between the tops of the cells and the underside of the deck may be utilized for various practical purposes, such as affording` space for crews quarters,l supplies, repair parts, and for the housing of mechanical equipment. When so utilized, it is preferred to enclose the sides and ends of this space, as by means of side panels 68, and end half-panels 69, which may, for example, be formed of sheet metal or the like. Each longitudinal truss 60 comprises upper and lower chords and 12 which may be and preferably are formed of T members, compression vertical .members 14 illustrated as being lengths of pipe,'and tension diagonals 16 illustrated as being formed of strip steel. Upper and lower ends of the pipe section verticals 14 are slotted parallel to the plane of the truss, and the webs of the T. chords are received in these slots. Upper and lower ends of the diagonals 16 are secured to the webs of the chords and are also secured together at their respective intersecting points. All the just-mentioned connections are preferablyv completed yby welding.

The transverse trusses are similarly formed, having-upper and lower T chords 80 and 82, pipesection verticals 84, and strip-steel diagonals 86. The individual chords 80 and 82 extend between 'laterally adjacent longitudinal trusses and havev their ends rigidly secured as by welding to the adjacent longitudinal T-chord members.

' The connections between the transverse and longitudinal trusses are reinforced by upper and lower series relatively heavy, horizontal gusset plates 88. The upper series of-plates 88 overlie and are welded to the flanges of the upper chords 10 and 80.v Similarly, the lower plates 88Vunderlie and are welded to the flanges or lowerchords '12 and 82.

The resulting arrangementl will be recognized as a Vierendeel grid system which in this case is reinforced by the diagonals 16" and B6.

Preferably, and as shown, those parts of the individual bays which are occcupied by the associated pairs of pont'oons 66 are provided with vertical corner fenders 90 and horizontal top and bottom fenders 92. The vertical fenders 90 may be and preferably are directly secured to the pipesection verticals. The lower fenders 92 rest upon the flanges of the associated chords 12 vand 82. The upper fenders 92 are secured to frame members 94 which interconnect the pipe section verticals 60.

All the cells 66, except those in the rows at the respective ends of each barge, are preferably of rectangular form, constructed as shown in Figs. 13 and 14. All sides of these rectangular cells are preferably composed of conventional sheet metal structural members having relatively wide webs |00 and main and auxiliary anges |02 and |04. Preferably, and as shown, the webs |00 are depressed, as indicated at |06, to form a seat to receive the marginal edge of the web of the next successive member. .All joints by the successive members are preferably completed by welding, as indicated at |08 in Fig. 13. As illustrated, the individual webs |00 may be provided with reinforcing ribs I0. The resulting pontoons or cells, although relatively light in weight, are both airand water-tight and are very strong. The cells E6 associated with the end rows of each barge preferably duplicate those described above, with the exception that these cells have one angled side ||2.

The flight deck 64 is preferably continuous over the surface of each barge and is arranged'to provide a nonskid surface suitable for landing and take-01T purposes. This deck may also be provided, of course, with conventional instrumentalities (not shown) such as cleats, chocks, and other holding devices suitable to retain a plane in a parked position along the runway. The deck is made continuous over adjacent ends of the barges by means of the previously-mentioned deck sections or bridges 54, described more indetail in connection with Fig. 16. The desk 64 may be variously constructed, a laminated cellular arrangement composed of wood or the like being shown in Fig. 8, and a sheet steel arrangement comprising decking |22 supported on channel members |24 being shown in Fig. 15.

In the broader aspects of the invention any of a relatively wide variety of couplings may be utilized to connect the successive barges together in end-to-end relation, as a rigid structure, or asa flexible chain. Several such couplings are shown in the present application. The arrangement shown in Figs. 16 through 2l is now preferred and embodies a separable hinge which extends continuously across the junction between successive barges. Referring particularly to these figures, as well as to Figs. 7, 8, and 9, the end bays of each barge are provided with supplementary diagonal bracing members |30. The barge ends are provided with horizontal supporting members |34. It is noted that these members extend entirely 'across the end of each barge approximately cencontinuous, transverse throat or socketmember |36. The member |34 at the other end-of each medium.. As most clearlyV appears in Vassociated truss, chords,

bar-ge isprotided: with a continuously-extending, complementary. tubular member |38 which. funetions as a. hinge pin. As will be understood, the sockets :|36 of one barge receive the pins |38 of the next and ysupport the same against relative cooking of the barges about the longitudinal axes thereoi while permitting vexing movements thereof; about the axis of the hinge connection- The abutting ends of the. barges are also provided with fenders |4| which are normally spaced from each other, but which limit the degree to which thebarges may flex relative. to each other.

As shown, the members |38 are retained within the sockets |36 by heavy but. resiliently mounted chains` |40, one endl of eachv chain being separably coupled to a take-up spring |42 and the Other end thereof being trained over an idler sheave |44 and connected to 'a winch'or other operating unit llfl,y as shown in Fig. 30. Asalso .appears in Fig. 3d, each end of each barge ispreierably provided with" a series. of Winches .|46 arranged in alternately successive bays.. and eac-h winch handles apair of chains |40. The winches at. the opposite ends of the bays are arranged. in staggered rela.- tion, vIt; will be understood that the individual chainspass through enlarged registering openings. in the hinge members |36 and |38, the openings |.5 associated with member |36 being shown in Fig. 21. v

In the illustrated embodiments of the present invention, the means for selectively rendering the bargeconneetions either rigid orifiexible oom- Yprises. upper and lower series of fluid pressure- -operated rams or bulers |62.; a as oil. being. the preferred Fig. 16, the decks 64, terminate short of the ends 0i: their associated'barges, leaving a free space to accommodate the. successive pairs of rams. Various num.- bers of bui'ers. may be utilized as will be understood, although at leastone should be located above and another below the hinged coupling (|36, |30., etc). In the illustrated arrangement the abutting ends of the barges are substantially rectangular, and one buffer is provided for each longitudinal truss 60. The buers may thus. be considered as arranged in pairs, each pair comprising one upper and one lower buffer.

Thefcylinders. |60 are rigidly secured to. the `and the,Y buer elements |62 thereof project outwardly of; the cylinders for end-to-end` engagement. The corresponding cylinder spacesA of the. upper and. lower units of each pair of bumpers are. intercom-.1coined, the'eylcontrolled and hydraulic fluid such.

inder spaces at. the outer ends of the cylinders. Qf r each pair being connected by a cross-connecting `line |8.|, and fluid travel betweenv the units throughithisA line being controlled by the metering valve |83. The inner ends oi the upper. and lower units of eachl pair are similarly connected by the cross-connecting line |30, which contains the metering valve |82. rEhe metering valves may be adjusted to control the relative damping efect, or may 'be tightly closed to trap the liquid and lock the units. Each cylinder contains a piston |63 rigidly attached to. the inner end of; the bumper element |62 yand yieldably centered in the cylinder by a spring |65. It will be. apparent that the springs maybe arranged to act inY compression only, as shown, since when the abuttingy barges are coupled as depicted inV Fig. 16, the abutting units of Coupled barges are. engaged and the, springsiof` the mating bumper units oppose one another..

Hydraulic iuid is supplied tothe irinenendsof.l

thecylinders by .feed .pipes 1.1.0: and branch cone neoting pipes i6-connected .to the individual cylinders, each of the branches |66 containing a cheek valve |61 sci-th tiuncontrolled cross-.oonnection through Ythe feed pipes. cannot occur. The outer ends of the cylinders are similarly supplied through supply pipes |68y and. branching connections |64, each or. which also eontainsa check valve |69. Feedpipes |68||0 are connected di; rectly into supply headersv lll, |12, as shown., which are in turn'fed froma suitable pump unit `|16. which is common to. al1 the rams of a particu.- lar barge. .The returnfrom each header. when pressure is. not applied thereto, is. connected to one of .the reservoirs |16, |18., one located adiacenteachend of. the. barge. Through suitable diverting valve meanssuch as.. is indicat'edat |16, the. fluid may be directed to either ofthe headers to the. exclusion. of theother, vor .to both headers. at once.. .When onlythe supply .pipes |68 arethusunderpressure (and. thepipesl 1.0

` arevented), the bumpers are positively retracted 'ary platforms each .secured tothe platform and thesprin'gs. L65. held under compression. Al.- ternatively. ieed'line |68 may be vented while pressure is. delivered only to feed line |10. Cross.- conneetingvalves |82.' |83are. at `this time corri. nletely closedgby hand..l The. rams are then rigid'- ly projected, andthe yieldabilityeof the unit is VdestroyedAby the incompressibility of the liquid and the presence one end of' a. oylinderjis. to be vented, thecheck Valves |61 or |69 may be manuallyfopenedcrren.- der ed ineffective by .opening the normally'closjed by-pass valves |11 or. |19.'

lt will be understood that ,ifit .is ,desired to separate adiacent barges, ythe ram pietens'fm .associated therewitlgi may be retracted, the

Winches may be'operated to let out suflicient' n chain, and thereafterthe respective chain ends may be disconnected from their-*associated mountingfsprings" |42.'A The operation Yof interconnecting a pair of barges is ofcourse the reverseof that justdescribed. -Eac-h bridge 54 junctions between adjacent barges comprises-a.

main platform member200- andan auxiliary plat- 'form 202 which overlies .andis -slidable relative to the associated main platform 260. The aux-ili- '202fw arev .hinged to: the ends: of; the associated decks ybers 20.8 and 210. The. bearing memberszllare carried by the. end of. the.4 end transversetrusses Sarand the bearings 2.08. iaresupported by. auxiliary structural members 2|2 areseellred to and extend between adjacent Vlongitudinal trusses. iThe; forward end oreach platform 2010 rests upon the rollers 206,; and the rear end .of Vplatorm 200: is provided4 with a guide-- or runway vvl-.iicf/Jn'receivesY the associated rollers 204. This guide or runway is provided by the underside of theplatform and byfa cci-operating channeled member 2M. the lengthwhereoi ofcourse 'determines the. limits of movement of theassociated platform 200. ciated with each barge provided with a hinged connecting member. 2|6, one plate whereof.` is permanently secured. to the cDrrespOndingpIatform and. the. other-plate whereof is, separably 200. or the. adjacent barge..

of the check valves |61. Vlfhell` which adjustably spansA the |64-, and the main platformsf2'00 Y 'are supported at'the endsofj the associated barges'4 Thus, as shown in Fig. 20, when the chain of barges flexes, the platforms 200 of the articulated barges are retained in connected relation to each other and roll inwardly or outwardly relative to the end of the associated barge. At all times, therefore, a substantially continuous runway is provided.

In the modified embodiment of the invention shown in Figs. 22 and 23, the coupling means is replaced by a series of rigid metal pads 436 mounted upon the ends of each barge in aligned vertical positions and spaced outwardly therefrom by individual supports 432. The pads are perforated as at 431 for passage of the chain 446 therethrough. When the chains are drawn up, the pads of the articulated barges abutting relation and co-operate with the chain to form the coupling means, pivotal movement of the barges merely flexing the chain. In the further modification shown in Fig. 24 the coupling means is constituted by a succession of spaced ball-and-socket joints, each comprising a socket 220 and a ball 222 which is receivable therein. The sockets 220 and balls 200 may be and preferably are secured to the associated ends of the barges in a manner similar to that described above, vexcept that the horizontal supports |34 are reinforced by verticals |32. In this instance the chains |40 pass through registering openings inthe sockets and the balls. The complete assembly is shown in Fig. 24, and the supporting structure, with the balls and sockets removed, is shown in Figs. 22 and 23.

For certain types of service, the controlled ilexing afforded by the flow of regulating uid described in connection with Fig. 16 is not required. In such instances the arrangement of Fig. 25 is suitable. In Fig. 25 a hinging arrangement similar to that described in connection with Fig. 16 is utilized, comprising a socket |36 and a pin |38. In this instance one end of each barge is provided with upper and lower xed fenders 240. The other end of each barge is provided with a swingable chock 242. The chocks 242 are carried by arms 244 which in turn are pivoted to the associated barge. Rams 246 may be provided to swing the chocks 242 between the dotted-line retracted position and the active full-line position in which they illl the spaces between the fenders 240, 24| and block pivotal movement of the barges.

With the chains |40 drawn up tightly and the chocks in the full-line position of Fig. 25, an entirely rigid connection is aiorded, as will be understood. On the other hand, by retracting the chocks, free flexing of the barges relative t each other is permitted, such flexing taking place about the axis of the hinge connection and being limited by engagement between the fenders 240, 24|.

Fig. 25 also illustrates the use of centering springs 243 for the rolling bridges, which of course also may be incorporated in the other embodiments disclosed herein. The springs 243 act between the ends of the associated bridges and the corresponding barges.

In certain other instances it is found that the flexing feature may be omitted, the arrangement being such that the barges, if interconnected at all, are rigidly interconnected. Referring particularly to Fig. 26, a hinge connection comprising members |36 and |38 described above is utilized.' In this instance, when the chains |40 are ,drawn up, xed upper and lower fenders 260 are drawn into engagement with each other, thereby comare forced into' In certain cases it is desirable to provide spe-` cial equipment to facilitate the operation of parting adjacent barges, which equipment is illustrated in Figs. 27 and 28. In these figures a pair of parting members are provided at one end of each barge for co-operation with fender plates 292 of relatively large area secured at the opposite end of the adjacent barge. The members 290 are normally retracted, as shown in Fig. 28, but may be projected by means of rack-and-pinion actuating means so as to bear against the fenders 292 and forcibly separate the barges (after release of the coupling chains). such as a motor 294, may be utilized to operate the members 290 in both projecting and retracting directions.

It is proposed in general to provide each barge with its own propulsion equipment, Diesel equip--v ment being preferred. Alternatively, only certainv of the barges may be provided with propulsion equipment and may be utilized to tow other barges.

of a series may be rigidly or exibly interconnected, or may be relatively widely separated, the towing connection being afforded by the previously described chains, or other means. A suitable arrangement for accommodating the propulsion equipment is shown in Fig. 31 in which ai propulsion unit 280 is disposed in a depressed pocket 282. In this ligure the rudder is :indicated at 284.

In the modified construction shown in Figs. 34-38 inclusive, the damping means consists of a plurality of cylinders 360 each trunnioned Jfor pivotal movement about an athwartship axis near one end of one of the barges, as in the cradle 362, a `co-operating piston 364 being slidably fitted in the cylinder and having an extension 365 similarly trunnioned in a cradle 366 attached -to the adjacent barge. In order to provide an uninterrupted full width deckway across the articulated barges, the upper damping assemblies are mounted outboard as upon outrigging 368. Only two upper damping assemblies are used, and these must of course be of suflicient size and resistance to do the work of the multiple unit systems, involving eight or more upper units, previously de'- scribed. In the interests of standardization, these heavier units, mounted at the corners only, are used as bottom buffers also in the embodiment shown, although it will be recognized that a larger number of smaller units might be employed as bottom buers as in the embodiments previously described. A central pivot joint is provided by the portions |36, |38, etc., which may correspond to those shown in the embodiment of Fig. 16.

The pivot pin 361 by which eachV piston is connected to its barge may be removable when the barges are to be uncoupled, so that the cylinder and piston may remain assembled as a unit. The interiors of both the cylinder and piston are hollow, and a plurality of metering orices 382 are formed in the piston head, the interior of the assembly being nlled with a suitable liquid which,

Suitable means,`

For such towing operations the barges since it' must ow through the metering oriiices upon telescopic movement of the piston, serves to damp the Aoscillations .of the barges about the coupling joint axis.

When it is desired to lock thebarges against pivotal movement, rigid connecting links 342 are utilized, connected at their ends as by pins 3M tosutable lugs 3l5 carried by lateral extensions of the cradles 362, 366. Pins 344 are ofcourse removable when it is desired to uncouple the links to-permit pivotal movement of the barges. Eachcylinder-and-piston assembly 360, 364 may constitute a self-contained unit, and it will be seen that no spring means is requiredunless it isdesiredto impose increasing resistance to increasing angular displacement of the coupled barges. When no springs are incorporated, it isa simple matter, if it is desired to disconnect theY damping means and permit free articulation of. thebarges, to remove the pins 351 and secure the pistons 364 in retracted positions intheir cylinders, as by means of simple thumb screws 385. l Y

l lReferring particularly to Fig. 32, it will be rec-V ognized` that although the preceding description has dealt particularly with a runway comprising a'singleseries ofbarges arranged in end-to-end relation, various other interconnected arrange ments may be utilized. For example, parking barges such as3 may be secured along the sides of a particularrunway w50at desired spacings. Also, a series of runways 5D- may be arranged to define-a partially enclosed or sheltered area. Although only certain specific embodiments oi the invention` have been described in detail, it Willbeappreciated that variousiurther modifica tions maybe made without departing from the Y spiritand scope ofA the invention.

We claim:

1. An articulated floating structure comprising a pair of float elements, coupling means ior said elements preventing separation thereof but perinitting pivotal movement therebetween, yieldabledamper means interconnecting said elements at points spaced from said coupling means to yieldably'oppose and control such pivotal movement, and meansfor locking said damper means to prevent pivotal movement between said elements. Y 2. Means for articulating a pair o floating structures comprising coupling means for Apivot-- ally securing together adjacent portions of said structures, said coupling means being located substantially centrally of the vertical dimension of the abutting areas of vsaid structures, yieldable means incorporated in said coupling means, a plurality of yieldably projected buffersV carried by each of said structures engageable with corresponding opposed buffers carried by thek other articulated structures, at least one ofsaid buiers being located above and another below said coupling means and selectively operable lmeans for holding said bulers in a desired position to hold said structures against relative movement.

3. In combination, a pair of floatable structures, means for articulatingV and controlling the relative movement of such structures, comprising pivotal. coupling means located substantially centrally of the abutting portions of such structures and extending transversely thereof to per- Init pivotal movement of said structures with respect to a transverse axis while preventing pivotal movement about other axes, a flexible holdingelement extending between and' preventing separation of said structures and extending cylinder and:

through said coupiing axis of pivotal movement,

from said coupling means against relative 4movement.

4. Means as set forth in clairnS including a` pair of su-ch locking means, one located above and another below said coupling means, said locke ing means including cylinder and piston portionsv mitting fluid flow from one toA thefo'ther :of said pivotal movement, at; said. conducting means being;

locking means during such least a portion of restricted to` limit the rate'of such fluid flow andY thereby control the effective resistance offered to close saidf by said damping means, and means conducting means to place said lockingmeansin locking condition whereby the structuresare held against relative movement.

5. In combination, a plurality of oatable structures, each such structure being at least feet in length and connected in endete-end rela'-, tion to providev a landing strip. for Vlandetype planes, means for articulating and,V Controlling relative pivotal movement of. suclr structures. comprising pivotal coupling means l.located sub.-

stantially centrally with respect tothe verticalY dimensions of the abutting portions of such struc tures, said structures having decks, selectively operable damping means interconnecting said structures at a point and below .the level orV saiddecks, means for. lock-A ing said dampingmeans whereby the structures are held against'relatlvemovement for use'under crest-to-crest distance of successive waves is less than 400i feet, said looking means being releasable so that at crest-to.- crestY distances above 400. feet ksaid damping meansmay be rendered effective. wherebythe structures` may follow generallythe contour a of conditions in Which the the large -waves when providing .a surface 'for Y' landing and take-off of planes; and flexible .bridging means connectingthe decks of 4said structures and extending vover saidV damping means.

6. In combination, a-pairof oatable strnc-v tures, means for articulating and Ycontrolling relative movement of said structures, comprisingY pivotal coupling means located substantiallyfmedially of the abutting portions thereof, aplurality of'dampingmcans interconnecting said structures at points spaced from said coupling means to resist pivotal movement of the structures, eachof Vsaid damping Vmeans including vinterritted cylinder and piston portions,'meanstendingfto center veach piston in its cylinder, means for supplying hydraulic fluid to each rof saidK cylinders at a point upon each side of the piston therein, including a feed line system having branches extending toV each end of each cylinder andya check valve incorporated in each Vof said branches.

7. In combination with means as set forthin claim 6, means for rendering said check valves ineffective, whereby a freeflow Yof fluid throught said branches may occur between cylindersr c'on-Y Y nected to the same feed-linesystem.Y n

8. Means as set forth in claim 6 in vvhichoneof saiddamping means is located aboveandanV other below said coupling means, means for rendering said check valves ineffective,V whereby a. free flow of'liquid between said damping means' connected to the feed-line system may occur, and

separate means including amanuallycontrollable means substantially 'attheY andlocking means in-Yn terconnecting said structures at' points" spaced'. to hold the structures abovesaid coupling meansV Y metering valve also interconnecting said cylinders.

9. Means for articulating a pair of floating structures including a plurality of damping devices, each of said devices comprising a plurality of relatively movable parts, means imposing pre determined opposition to relative movement of said parts, said last-named means including a hydraulic system comprising a source of fluid under pressure and means for delivering iiuid to said devices or withdrawing the iiuid from such devices at will to control the damping action of said devices.

10. Means for articulating a pair of oating structures including a plurality of damping devices, each comprising a plurality of relatively movable parts adapted to be connected between and to control the relative movement of said floating structures, means including a hydraulic chamber for opposing relative movement of the parts of said devices, and a central fluid supply system connected to all of said chambers, including means for varying the fluid supply to said chambers to control the damping action of said devices.

11. In combination with means as set forth in claim 10, means for withdrawing the uid from said devices to free said parts to permit virtually unrestrained movement thereof and resultantly permit substantially unrestricted articulating movement of said floating structure.

12. In combination with means as set forth in claim 10, means for trapping a quantity of iiuid in each of said chambers under sufficient pressure substantially to lock said parts against relative movement and thereby rigidly hold said oating structures in desired position with respect to one another.

13. In combination, a pair of iioatable structures, means for articulating and controlling relative movement of such structures, comprising pivotal coupling means located substantially cen- Number trally of the abutting portions of such structures, said coupling means normally permitting pivotal movement between said structures, and locking means interconnecting said structures at points spaced from said coupling means, whereby said structures may be locked into a rigid body, said locking means including uid controlled portions connectible to the respective structures.

14. In combination, a pair of floatable structures, means for articulating and controlling relative movement of such structures, comprising pivotal coupling means located substantially centrally of the abutting portions of such structures, locking means interconnecting said structures at points spaced from said coupling means whereby said structures may be locked into a rigid body, and hydraulic control means for said locking means, each of said locking means including a buiTer element, means yieldably projecting the same whereby it may oppose pivotal movement of said structures, and means for retracting said buiTer elements.

J OHN E. BYRNE. WILLIAM S. HOUS-EL.

REFERENCES CITED The following references are of record in the le of this partent:

UNITED STATES PATENTS Name Date Blackstone Nov. 10, 1868 Baer Dec. 20, 1921 Brooks et al Jan. 9, 1934 Mercier Jan. 16, 1940 FOREIGN PATENTS Country Date Germany Dec. 18, 1930 France Dec. 9, 1922 France Apr. 25, 1923 Number 

